Measuring devices for railway tracks



' Oct. 13, 1959 s. M. ELLIS MEASURING DEVICES FOR- RAILWAY TRACKS 4Sheets-Sheet 1 Filed Sept. 16, 1957 A tlorneys A: Sta-HE M lt-oh E V x vOct. 13, 1959 r s. M. ELL IS 2,908,083

' MEASURING DEVICES FOR RAILWAY TRACKS Filed Sept. 16, 1957 y 4Sheets-Sheet 2 Inventor sum; Maul ms B WM, m w

A iforneys Oct. 13, 1959 s. M. ELLIS MEASURING DEVICES FOR RAILWAYTRACKS 7 4 Sheets-Sheet 3 Filed Sept. 16, 1957 u h MB I III. .IA a@%\ 4I m Q3 v w M I Q mm & Q NM L H W H I m :H o TLU o J j \V LT! M Q a Q R Qa m S. M. ELLIS MEASURING DEVICES FOR RAILWAY TRACKS Oct. 13, 1959 FiledSept. 16. 1957 4 Sheets-Sheet 4 a m nuhm llllll Inventor stuFFo vJ-hf-1C0? I Attorney;

2,2085933. M AS N DE r f Application September 16', 1957, Serial No.684,090

Q aims. pxi ri yiapnlieation .Great Britain fi pt yber'm 9.56

1-1 Qlajn s. 33..'14 4) paratus of the kind 'in which a probe carriedona car movable along the track is held-in engagement-with the side faceof-a running rail s that defects such as waves and kinks, and alsocurvature of the rail will eause a corresponding movement of the probewh' ich maybe recorded by appropriate apparatus carried on the car.

Hither'to and in order to avoid difl iculties occasioned by gaps, pointsandotherhazards of the track, such arrangeinents have used a probehaving a long shoe held in contact with the rail. Because the wholearrangeinent iscumbersome and heavy it is insensitive to smallvariations in the shape of the rail and the shoe -is subject .to rapidwear. It is accordingly an object of the present invention to provide anarrangementwhich enables a probe having a comparatively small shoe tobe' used and which is acdordingly :lighterand more sensitive. A probehaving such a small shoe can be arranged 'to make a substantiallyp'ointeontact rather than a line contact with the rail'and itlispracticalto provide it with a working face formed ofalspecial hard wearingmaterial such as a suitable grade ofxhard metal. i

However such a small probeeannot unaided pass safe 131. along the flangeways of a track andthroughthe :various hazardslthat are encountered andaccordingly in the-irn= provedarrangement off'this invention. the'inevement of thispprobe, the measuringprobe, is controlled by a guideprohe. which is arranged :in staggered relationship with respeetlto themeasuring probe 'andis adapted to be engaged by the outer side face'ofa. guard .or'eheek rail associated with the running rail opposite tothat which is engaged by themeasurin'g probe.

By means ofsuch an arrangementthemeasuring probe willibe held on a safepathas .it' travelsithi-oughithe izarious hazards, likely to. beencountered and: in partieulaF-will beirestrained againsteutward'moyem'ent when. gapsoccu'r in therailbeing examined. .1 I

@cnvenienfly each probe iscar-ried lonlanrarm which depends froinamember which is 'slidabiy mounted-in bearings on the car for movement ona transverse hori aental axis, 'Insuch, case, and .in order to prbizidecoinnensation for the-effects .of emw-atureidf theitracli, .the twinmenlhersarc conveniently cenneetedciby means? of with .spaeeglipeints,on a. lever, one end of which-is riuotally mounted on the car and; whichextends heri- 9 a ly andsgenera'lly. parallel with the longitudinal axismeasnnng probe that its shoe is normally held'in con? W 19i wi h. hrunning ail. The shoe .0? each'probe may ccnveni n ly be .t sjliant y mglnteda as, forexample; by

mea eat shrines so that itmavfiex relative to. its n n a ut-a var isalTh hes: th meas re Lfirriaear. othe m ansmay heiqarovided. te.-bias theUnited States Patent 6 2,908,083 P ten d Q t- 13, ,95

butdouble sided sinceit may-on occasionengage either the running rail onone side or a guide rail on its ot h'er side.

The mechanism may also include meanswhich effective to produce a changein the spacing o f theltwo probes when the apparatus :is negotiating'spring patch points or other hazards through which the guide prob maybe ineffective in steering the "measuring probe. Means may also beprovide for retracting the-probeswhen they are not in use. 7 i V The useof a guide probe for controlling the meehjanism of the invention enablesthe measuring probete have only a relatively small shoe, since, forexample, when the apparatus is; negotiating an aeuteicrossing, theengagementof the guide-probe withthe 'guard' rail hol'cls the'ineasuringprobe on the right path -0btuse cross'- ings may also besafely negotiated because naggin probe is staggered relatively to themeasuring-probe while the linkage connecting them together provides theneces'- sary compensation for the staggering of the two probes when theapparatus is negotiating curves.

It will be appreciated that the movement of thern'e'asuring proberelative tothe car on which it is mounted will in practice becommunicated by any suitable mechanical or electric means to measuringor recording apparatus. I In order that the invention may be clearlyunder stood it will now be described with reference to accompanyingdrawings, in which: i I

Figure -1 is a diagrammatic plan view showing one form of an arrangementcomprising a measuring probe and. a guide probe,

Figure 2 is a diagrammatic perspective :view frombelow showing one formof an arrangement comprising two measuring probes and their associatedguide-probes} Figure -3 is a plan view of the arrangement-"of Figure 2,

Figure 4 is an end view looking in the direction-of uring probe 1.0which .is carried on varlod 11 sli'clably mountedin a hearing 12securediwithathe -body-of'-a' car 13, and a guide probe 14' which issimilarly carried -911- a i'rod 15 slidably mounted inhibearingsf l'fiAsshown, the-inner end of the rods 11 .and are .pivota'llylconi nested .atspaced points .011 ;a lever-17 whichlis iitse'lf Workingface;pressed-againstthe inner face ofi gone ning rail of'the track butsince the probeifiaee; 7 tively short, being only some two orthreeiinchesalo" '65 2 a nin ta 1.

pivotally connected at 18 withathe body-10f ithe .car The measuringprobe 1.!) is biased outwardly iofithe can body .by lanspr-ings 19; sethat it is. normally held -":i'n'=-eI 1- gagement with .the inner facethe muniiinglrailhand the movement .qf v-this probe relativeitgthencarzho'dy is' appliedbya link-lllrto' operatea suitable formtof.trans-. ducer 2L whih..ptovides, fen example, aneeleetric signerprenortiqnalgztonthe movement of (the prabe.

In operation, :the measuring'prohe'10flies= with its instead. .ofiaboutthreeiteet lorigassih prior arrlaiig emerits, twquld foul. thevariaushazards along the traclc when not for the guide probe 1% whosefunction it iss tosteepthei measuringprobaalong a, safe path, forexample the} guide probe. preventsfthe measuring: probe zmoyiiii'gseutwardhi' und r thezi fluencetof lhpfi11g 19;.whni a gap 56mins; is thetguideflprobe .achieues-iisind? thanhqsnsasdhr the eaten-tape ortheguardaail;

which, at least in the British Railway System, is always present wherehazards occur. This function of the guide probe could, however, not beaccomplished if the two probes were arranged opposite to one another andit is an essential feature of the arrangement that one probe is inadvance of the other. The amountof stagger required is amatter which canbe determined by analysis of the various types of hazard normallyencountered.

' Figure 1 illustrates an obtuse crossing which is typical of a hazardthat to a large extent determines the amount of stagger which isrequired. As may be seen from the drawing, the chain dotted linesindicate the flange ways and not the rails themselves, the guide probe14 isholding the measuring probe from moving outwards until such time asit engages the face 22 of a running rail, at which time the guide probewill leave the face 23 of the guard rail. Itis assumed in this examplethat the car is moving,

to the right in the drawing; It will be appreciated that under normalconditions when the measuring probe is engaging the running railunderexamination, its connection with the guide probe will be such that thisguide probe will be caused'to run in the flangeway between the otherrunning rail and the guard rail if one is present without contactingeither of them. It is only, for example, when a gap occurs in the railunder examination that the guide probe comes into operation andprevents, by engagement with the guard rail, outward movement of themeasuring probe.

A further factor in the design of this arrangement is the lever 17. Ifthe probe system could be mounted symmetrically about the centraltransverse axis of the car this lever would not be required and a simplelink between the two probe arms would sufiice. However, since in anyrecording car there will be more than onersuch set of probes and sinceonly one of these sets could be mounted in-the central position, theother sets have to be arranged either fore craft of the centraltransverse axis and compensationhas to be provided for the varyingdistances between the rails as measured along a transverse axis ofthecar as it goes round a curve. Such compensation is provided byconnecting the probe arms 11 and 15 at spaced points on the lever 17which itself is pivotally mounted at its end on the car. With such 4 1of the car in such a manner that twisting of the car frame will notdistort the rod plate assembly. To this end the plate 36 is formed withtwo lugs 38 and 39 which are pivotally received in brackets 40 and 41secured with the car frame, and plate 35 formed with a single lug 42which is pivotally received in a bracket 43 secured with the other sideof the car frame.. The three-point mounting'thus provided for the rodplate assembly ensures that while it is held in the required position itcan move relative to the car frame if this frame twists, that is to sayif one side of the frame rises or falls relative to the other. l

The jack carrying the measuring probe is connected by a link 45 with'thefreeend of a lever 46 which is pivotally mounted at the other end 47 ina frame 48 carried on the rods 31 to 34, and this link isprovided with aturnbuckle device 49 whereby its length can be adjusted. The associatedguide probe 27 is also connectedwith lever .46 by means of a guide link50;. The

lever 46 is biased in the direction to hold the measuring probe25againstthe running rail by means of a tension spring 51 and apneumaticor hydraulic jack 52 is pro-.

, vided for centering the lever 46 when it is required to thisdifficulty this guide probe isalso connected with the when it is in theposition shown.

therefore, the link 50 will transmit the movement of the guideprobe 27to control the positionof the measuring an arrangement, when the car ison a curved section of the track the inclination of the lever 17 withrespect to the. central longitudinal axis of the car will change andthis will vary the space between the two probes as measured in adirection transversely of the car. Accordingly, while the measuringprobe is in contact with the rail under examination, the guide probewill be held in the 7 correct position adjacent the other running railand, be-

tween it and theguard rail ifone is present.

In. carrying the invention into effect, means must be providedforretracting the probes towards one another and for raising them clearof the rails. One arrangement offering such facilities and providingalso two measuring probes each with its associated guide probe is shownin Figures 2 to '9. The arrangement providesrtwo Ineasuring'probes 25and 26 one for each running rail and their associated guide probes 27and 28 respectively. Each probe isv carried on an arm 29 which extendsvertically downwards 'from' a pneumatic or hydraulic jack 30 by means ofwhich the probe may be drawn upwards away from the track... Normally thejack will operate by means or ,fluid pressure to hold the probes intheir operative moved inwardly away from contact with the rails, thejacks controlling the'measuring probes 25'and'26 are member 62 in whichis received an end of a rod 63 which i The construction of the greaterdetailin Figures 7 to 9 respectively.

lever 53 by a centering link 55. The links 50 and 55 V are similar inconstruction in thatjthey'are telescopic, but while link 50 is normallyextended to its maximum length by the spring 56 which surrounds ittokeep guide probe 27 from sliding towards the center of the car where'itwouldnot be able to engage the guard rail, the link '55 has no springand is normally'not quite'fully extended In normal operation,

probeZS. However, when both levers 46 and 53 are centered by the actionof the jacks 52 and 54, the movement of lever 53ewill cause the guideprobe 27 to be drawn inwards by link 55 and link 50 will be compressedagainst its spring 56. The guide'probe 28 is similarly connected withthe levers: 46 and 53 and is operated in the same way. 7

links .45, 50. and 55 is shown in As shown in Figure7, the link 45comprises two'rods 58 and 59, the adjacent endsof which are oppositelythreaded and are received in the appropriately threaded ends of a sleeve60, nuts 61 being providedto lock the,

rods with the sleeve after the length of the link has been adjustedasrequired by rotation of the sleeve relative to the rods, l V a The guidelink shown in'Figure 8 comprises a tubular isformed with spaced raised1ands'64 that engagethe wall of the tubularme'mber and the right handone, of

which, as shown in the drawing, serves, inconjunction with a cap65screwed on the end of the tubular member 62, as a. stop'to limit theextension of the link. A spring 56 surrounds the tubular member 62 androde-63 and 1 urges these parts into a position of maximum extension.

slidably; mounted on two vertically spaced :horizontal rods Thecenteringlink 55 shown in Figure 9 is generally similar to. the1link 50 of Figure8 and-comprises tubular member 66'-and rod 67, the .cap 68 of member 66serving in conjunction with the raisedxland 69, on 3 the rod 67' as astopto' lim'itxtensio'n off the link I but in this case there is noexternal spring. a

5 and 6 show the construction and shape To avoid the wearing shoes ofthe measuring probes 25 and 26 and it will be seen, especially from theplan view of Figure 6, that the actual surface in contact with the railis quite short, being in practice of the order of three inches, whilethe total length of the shoe is only of the order of ten inches.

The shoe may be resiliently attached to the arm 29- of the associatedjack if desired. Alternatively, or in addition, the jack itself may beresiliently mounted in its supporting cage. The wearing shoe of theguide probes is similar in shape but is double sided since this shoe hasto engage both the guard rail and the adjacent running rail.

What I claim is:

1. Railway track testing apparatus comprising a car, a measuring probemounted on said car for movement on an axis transverse to said car,means normally biasing said measuring probe into contact with the innerside face of one of the running rails, a guide probe mounted on said carfor movement on an axis transverse to said car and longitudinally spacedfrom said first-mentioned transverse axis, said guide probe extendingbetween the inner side face of the other running rail and the outer faceof a guard rail associated therewith, and means operatively connectingsaid measuring probe and said guide probe comprising a lever pivotallymounted at one end on said car and extending in a longitudinal directionthereof, and means connecting said measuring probe and said guide probewith respective longitudinally spaced points on said lever. I

2. Railway track testing apparatus comprising a car, a measuring probeassembly slidably mounted on said car for movement on an axis transverseto said car, said assembly including a downwardly depending arm and aprobe shoe mounted on the lower end of said arm, means for biasing saidassembly to hold said shoe in contact with the inner side face of arunning rail, a guide probe assembly slidably mounted for movement on anaxis transverse to said car, said transverse axis being longitudinallyspaced from the first-mentioned transverse axis, said guide probeassembly including a downwardly depending arm and a probe shoe mountedon the lower end of said arm and positioned between the inner side faceof the other running rail and the outer side face of a guard railassociated therewith, and means operatively connecting said probeassemblies comprising a lever pivotally mounted at one end on said carand extending longitudinally thereof, a first link connecting saidmeasuring probe assembly with a first point on said lever, and a secondlink connecting said guide probe assembly with a second point on saidlever, said first and second points being longitudinally spaced from oneanother.

3. Railway track testing apparatus as claimed in claim 2, in which eachguide probe assembly includes means for raising the probe shoe relativeto the associated rail.

4. Railway track testing aparatus comprising a car, a first and a secondmeasuring probe assembly each including a downwardly depending arm and aprobe shoe mounted on the lower end of said arm, means on said car onwhich each said probe assembly is slidably mounted for movement on acommon axis to said car, means on said car for biasing each said probeassembly such that its probe shoe is held in contact with the inner sideface of the respective running rail, a first and a second guide probeassembly each including a downwardly depending arm and a probe shoemounted on the lower end of said arm, said first and second guide probeassemblies being normally positioned to hold their respective probeshoes adjacent the running rails engaged by the probe shoes of saidsecond and said first measuring probe assemblies respectively, means onsaid car on which each said guide probe assembly is slidably mounted formovement,

on a common axis transverse to said car and which is spaced from saidfirst-mentioned transverse axis, a first and a second lever eachpivotally mounted at one end said car and extending longitudinallythereof in thesame direction, a. first pair of links connecting saidfirst measuring probe assembly and said first guide probe assembly to"respective longitudinally spaced .points on said first lever, and asecond pair of links connecting said second measuring probe assembly andsaid second guide probe assembly to respective longitudinally spacedpoints on said second lever. p '5. Railway track testing apparatus asclaimed in-claim 4, in which the means for slidably mounting the firstand second measuring probe assemblies and the first and second guideprobe assemblies each comprises a pair of vertically spaced rodsextending transversely of the car, each said assembly having spacedtubular bushings through which said pair of rods extends.

6. Railway track testing apparatus as claimed in claim 5, in which saidmeans for slidably mounting said first and second measuring probeassemblies further comprises two plate-like members secured respectivelywith each end of each of said rods, said plate-like members beinghingedly connected with said car for movement about respectivelongitudinal axes of the car.

7. Railway track testing apparatus as claimed in claim 4, in which eachsaid probe assembly comprises a fluidoperated jack having a downwardlydirected plunger constituting the said arm on the end of which the saidprobe shoe is mounted.

8. Railway track testing apparatus as claimed in claim 4, in which saidmeans for slidably mounting said first and second measuring probeassemblies further comprises means for retracting the probe shoes awayfrom the rails and towards the center of the track.

9. Railway track testing apparatus comprising a car, a first and asecond measuring probe assembly each including a downwardly dependingarm and a probe shoe mounted on the lower end of said arm, means on saidcar on which each said probe assembly is slidably mounted for movementon a common axis transverse to said car, means for biasing each saidprobe assembly such that its probe shoe is held in contact with theinner side face of the respective running rail, a first and a secondguide probe assembly each including a downwardly depending arm and aprobe shoe mounted on the lower end of said arm, said first andv secondguide probe as-' movement on a common axis transverse to said car whichis spaced from said first-mentioned transverse axis, a first and asecond lever each pivotally mounted at one end on said car and extendinglongitudinally thereof in the same direction, a first pair of linksconnecting said first measuring probe assembly and said first guideprobe assembly with respective longitudinally spaced points on saidfirst lever, a second pair of links connecting said second measuringprobe assembly and said second guide probe assembly with respectivelongitudinally spaced points on said second lever, means on said car forretracting the several probe shoes away from the running rails andtowards the center of the track including means for moving said firstand second levers about their pivot points, a pair of centering linksfor transmitting tension only connecting respectively the said firstlever with said second guide probe assembly and said second lever withsaid first guide probe assembly, the said pair of links connectingrespectively the first lever and first guide probe assembly and thesecond lever and second guide probe assembly having compressible springmeans therein.

10. Railway track testing apparatus as claimed in claim 9, in which saidmeans on which said probe assemblies are mounted each include twoplate-like members pivotally mounted on respective sides of said carformovement about respective longitudinal axes, a first and a r 7 8 secondpair of vertically spaced rods constituting said References Cited in thefile of this paten spaced transverse axes, said rods extending betwe'ensaid UNITED STATES PATENTS plate-like members and rigidly securedthereto, said probe V assemblies having tubular bushings thereon, a.pair of 1667246 Dreyer APr"24"1.928 rods passing through said bushings,and a. frame mounted 5 Y 198O706 Sperry 1934 centrally on said rods andhaving a pivot point thereon iMauZm "77. June for said first and secondlevers. 8 Rousse rf 19578 e 11. Railway track testing apparatus asclaimed in claim i 10, including fluid-operated jacks for moving saidlevers FOREIGN PATENTS 1 to retract the probe shoes, said jacks beingmounted on 10 900,308 France m 6, 1 said frame. a a

